Fuel supply for two-cycle, crankcase compression engines



Nov. 6, 1945.

L. T. KINCANNON 2,388,331 FUEL SUPPLY EoR rrwo CYCLE, cEANKcAsE coMPEEssIoN ENGINES Original Filed April 14, 1943 3 Sheets-Sheet l IIIIIIIIIIIIIII lll lll/1111111111 E Ei@ IN V EN TOR.

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CRANKCASE coMPREssloN ENGINES 3 Sheets-Sheet 2 l...V T. KINCANNON ,llulwllluuulluuu original Filed April 14, 1945 FUEL SUPPLY FORTWO CYCLE.

` INVENToR.

Arrow/yf Nov. 6, 1945.

Nov. 6, 1945. L T. KINQANNON FUEL 3 Sheets-Sheet 3 SUPPLY FOR TWO CYCLE Original Filed April 14, 1943 i taken on the line 6-5 of Fi l, view takenon the line 1-1 of Fig. 6,

' tor, .in g'eneral, compris cation is connected t, `a propeller drivev Patented Nov. 6,. 1,945

" .UNITED `s'rsra FUEL sUrrLY Foni'rwo-CYCLE, CRANE- COMPRESSION ENGINES p Leo T. KincannomMilwaukee, Wis., assignor to Metal Products Corporation, Milwau corporation of Wisconsin original application Api-ii 14, 1943, sonni No. 482,957. Divided ond uns application Ang-ost 4,

1944, Serial N0. 548,107

"il l. fd'clalms. invention relates to outboard motors.

A This application isa division of my copending application for outboard motors, led April 14,

1943, serial No. 482,967, sind has for its object kee, Wis., a'

der liners within the cylinder block 22. The. halves of the cylinder block-22 are lbolted'tot gether with bolts fitting throu h transverse apertures 35 which bind the two alves of the block the provisi n of an improved dual system of fuel supply. 'M e particularly according to the present invention, meansare prOVided for supplying the engine lwith'two sources of fuel mixture supply, one 0f which is heated by the exhaust,` in

which one system is `used for supplying the engineiwith pre-heated'fuel mixture for low speed operhtion, and both sys/tems are used for supplying theI engine with fuel fdr normal and `high speed operation.

The `invention furtherconsists in the several features hereinafter set forth and more particu-y larly dened by claims at the con In the drawings: o

3 Fig. 1 is a vertical cross-sectional view through clusion hereof.

tank and the magneto' and starter;

Fig..2 is a horizontal sectional view taken on,

the line 2--2 of Fig. 1; f ,f Y

Fig. 3 is a vertical cross-sectional view taken on the broken line 3 3 of Fig. 2; y

o. Fig. 4 is a vertical cross-sectionalview taken on the lline I-l/of Fig. 2; A t

Fig. 5 is a vertical 'transverse /sectional view s. 1; .ff f

together and maintain the cylinder liners 3| in position. f

The cylinder head end ofthe cylinder block is covered by a plate 3i, held in position by the noaa of on exterior-interiorthreoded bushing 31 which engages an aperture in the liner and clamps the plate in iluid tight engagementbwith the end 0f the cylinder -block 22.

The bushings 31 receivefspark plugs in .their Vinterior threads, the spark plugs having suitable connections with the magneto 2i,

I'he cylinder block is also provided with apertures 40 4which surroundlthe combustion cham- ,bers of the cylinder liners I3l and provide a space for the `circulation of water from a suitable pump, not shown. The water fiowsirom the water pump upwardly through the water pipe 43, upwardly through the aperture Il to the top ofthe upper cylinder, thence downwardly through an aperture 40' (Fig. 1) and enters a casing It surrounding the drive shaft 2l, andgleaves it through an opening l1. A partition 4I prevents the cooling water fro'in ilowing Past the aperture l1 and Fig. -6 is na verticalftransvese sectional view 30 into'two separate ai'd distinct parts, comprising taken on the line I-B of Fig. 2li

Fig.;`7- is a ldetailed horizontal cross-sectional According to the drawingstl'ie outboardxnb# mounted a magneto 2|/ (not shown .in detail herein) and a cylinderbioclg construction 22. The entire motor is held upon the'rea' end of a boat bya bracket genelrailldeeignated 24,` The es a shaft 2l on which is 35 bearing 50. set in a sleeve Il. held in a vertical shaft zo 'has splines monotone 2|' o'd'rire short '40 .aforementioned appli-l hsuitaible' gearing with Y The entire engine asf sembly is suitably plvotally mountedv about an which as shown. in4l th'H the motor structure out l The cylinder block 22 is composed of two paris i axis 28 on the' bracketk 2l. so'that the engine can 45' be tipped relative thereto to raise the propeller and the lower partzof yof the water. @Joined by piston pins 51 to the pist i ingfin the cylindersl.

split on a vertical plane and provided with longi- '5.0

tudinal apertures 30 therethrough whichrreeive cylinder liners 3|. Circumferential apertures 132 are provided in the apertures 30 to receive annular rings 23--32 formedfon the exterior of the an upper cylinder infthe, upper part and a, lower ,cyiinder in the vlower part. The partition `22 prevents tl'iefreek passage'of gas between the cylinders vvl'iile'V insuring proper suction of' gas from the calfbl'feter, (to be described below)` into the crnnl'anstiri chamber.

' 'I-'ife cylinder block '22 is provided with an upper aperturein the cylinder block, a central bearing and a lower bearing 53. The sleeve 5I is held in place by bolts 5i' While the bearing 5I is heldi/Il` piaoobyboits sa'. i o

Power isjtransmitted from the /cylinders by a crank shaft portion or the snm 2n `iiovin'o crank arms 54 `ioined by crankv pins 55 which retain connecting rods Si. The connecting `rods Vare on. operat- The present engine, being of'thel two A pluralityof ports 59 through one side of the cylinder walls ,permits the entrance of the explocylinder liners 2l to 'properly position the cylln- 55 sive mixture, while/aplurality of ports 60 on the I 2,388,33i u y"i'cle type, i utilizes the"` pistons as valves for the,`control of `both,'the,1burnt gas and thel explosive mixture.

2 a,sse,ss1

opposite side of the cylinders permits the exhaust of burnt gases into an exhaust manifold 85, (Figs. 5 and 7) The exhaust ports -60 extend further toward the cylinder head than do the intake ports 58 to 5 allow a large portion of the burned gases under pressure to escape from the cylinder before the entrance of the fresh explosivemixture. Explosive mixture is supplied to the cylinders from a dual fuel supply system as best shown in Figs. 2, "5, and 6.

The carburetor 65 is located to the rear of the engine. 'I'he location of the carburetor in the rear of the engine permits the engine to be built lower with the main portion of the engine, in-

cluding the cylinders, below the pivot 28.

For high speed operation. gasoline is supplied from the carburetor bowl 85 in which the height of the liquid is regulated by a float 85 (Fig. 1)

through an aperture 81 (Fig. 4). to a Jet 68 lo- 20 cated in a venturi 88. The control of gas is effected by a butterfly valve 10 on a rotatable throttle rod 1|. The butterfly valve is normally held open and is only closed when the spark control lever 12 is moved to slow speed, thus cutting 254 oif gas through the high speed passage and facilitating the now of gas through the slow speed portion of the dual fuel supply system, to be described below.

Air from the exterior enters the mouth of the 3o venturi 88 where it becomes charged with gas from the jet 5 8. 'I he mixture of air` and gas flows past the butterily valve 1l and. down a passageway 15 formed in the cylinder block on the cool side of the motor, or the sidey remote from blockinto the-crankcase from whence it enters the combustion chamber through the ports 58 45 heretofore described.

The'ilow of gasoline for high speed operation is regulated by a conical valve 80' (Fig. 4) from aL knob 8| through a tubular shaft 82, the valve belng adjustable up and down to vary the size of .the jet 88, the speed of the engine being controlled primarily through the -timing of the ignition and the position of thebuttery valve 10.

In order to operate effectively at low speeds it is necessary to maintain the velocity of gas as high as possible. For this purpose there has been provided a second or dual gas supply, best seen in Figs. 2 and 3. As shown, a well 85 is provided in the carburetor body adjacent the carburetor bowl85. The well houses a first tubing 86, somewhat smaller in diameter than the well 85 and a second tubing 81 of considerably smaller outside diameter than the inside of th'e tube 98. A port hole 88 communicates with theatmosphere and with the interior of the tube 85, while a second port 89 in the carburetor body joins the interior of the tube 81 with the liquid gasoline in the oat chamber 85. A third opening is formed in the carburetor body between the interior of the well 85 and a venturi passage 8|. The top of the well 70 is plugged by a plug 92. Air passing through the venturi 8| has an aspirator effect, creating a vacuum in the opening 80 vand in the well 85. Such a vacuum raises the level of the gasoline in the tube 85 and simultaneously draws air through the 75 aperture -88 and upwardly around the tube 81 and over the top thereof, creating a further vacuum in the tube 81 and vaporizing and drawing gasoline from that tube.

Gasoline vapors are carried through the opening 80 into the venturi 8l and thence through a passage in the cylinder block 22. The passage 85 passes through the exhaust manifold 96 which provides heat to the gas passing therethrough and aids in maintaining the mixture in gaseous form.

From the passage 95 the gas enters passages 91, 88, and 89 (Figs. 1 and 2) and enters the interior of the cylinder below the skirt of the piston 58 when thepiston is adjacent the upper dead center. On the suction stroke of the piston the gasfrom theA passages. 95, 91, 88, and 99 is A forced around the end of thecylinder 3| through the bypass by the descending piston and enters the intake ports 58, through which the high speed mixture is likewise adapted to pass.

Fuel from the low speed side of the engine may b'e regulated manually by adjusting the height of the conical valve or needle |0| passing through the plug 82 and best seen in Fig. 3.

It will be noted that during normal operation gas is suppliedto the engine through both the high speed and the low speed passage and that as the speed is reduced, the butterfly valve. 10 closes the passage 15, so that fo slow speed operationthe passage 15 is entirely closed and gas is supplied solely through the passage 95.

'It will also be noted that the high speed operation of the engine is eiected through the passage 15, which is on the cool side of the motor remote from the exhaust manifold, giving a maximum volumetric eiliciency, while the slow speed operation is eiected through the hot part of the engine, thus pre-heating the mixture and 4o aiding in the maintenance of vaporization.

Gasoline is supplied from a gas tank |03 through a pipe |04 connected to the oat chamber 65, the height of gasoline in this chamber being controlled by a oat valve |05, actuated by the iloat 66. 'Ihe normal level of the fuel in the chamber 65, as controlled by the float 66 may be increased to ood the aspirating jets 68 and 81 by depressing the high speed control knob 8| which depresses the control tube 82, as best seen in Figs. 1 and 4. Lowering the tube 82 lowers the iloodingarod |06 through a collar |01 best shown in Fig. 4. Lowering the flooding rod lowers the float 68, opening the valve |05, permitting more gasoline to pass from the tank I8 through the pipe |04 into -the bowl or tank 65. The flooding rod |06 is raised to normalv position by a spring |01' upon release of pressure on the knob 8|'.

I desire it to be understood that this invention is not to be limited to any particular form or arrangement of parts except in so far as such limitations are included in the claims.

What I claim as my invention is:

l. In an outboard motor of the character described, the combination oi a cylinder; a piston operable in said cylinder, said piston controlling openings in said cylinder for the admission of an explosive mixture and the expulsion of burnt gases, means including an exhaust passage to transmit burnt gases from the motor to the atmosphere, a high speed fuel mixture feeding system adapted to operate at high speeds,` a slow speed fuel rmixture feeding system passing adjacent the exhaust passage, and means to cut off the supply of fuel mixture to the high speed passage for slow speed operation.

s,aes,ss1 a ing an exhaust heated wall. 'a fuel-feed chamber 2. In an outboard meter nevmgre ewinesbie frame Divoted to a ilxed frame, said swingable frame carrying a motor having an engine cylinderbelow said pivot, a piston working in said cylindena crankcase, a crank shaftf vertically :loumalied in said swingabie frame and operatively connected te seid piston, a :ce1 feed ehember mounted on the rear o! said frame adjacent the head end or said cylinder, a .high speed operation i'uel mixture passage connecting said y feed chamber with the crsnkcase, and `a low speed operation fuel mixture passage connecting said feed chamber with said crankcase, said cylinder having a mixture inlet port connected with said crankcase and controlled byl said piston.

3. A cylinder block having a cylinder and'crank mixture passages formed therein. one a large passage for high speed operation, the other a y smaller passage for low speed operation and havg casa, a pair voi? spaced lengthwise extending fuel passages, both or said( passages conducting fuel mixture to the crank caseof said engine block,

\ and means for` cutting oiI the supply of fuel mixture to lsaid large passage during low speed operation.

4. Inran outboard engine, the combination of a pair of pistons, a cylinder block having a pair of crankcases and a pair of spaced cylinders in `'which said pistons operate and provided with fuel mixture' supply passages formed in spaced relation between said cylinders, one of said pas-Y sages being a slow speed passage heatedby the engine exhaust gases and communicating with Vboth of said 'cylinders behind the pistons 4when in their outer positions, and the other `of said passages communicating separately with the crankcases for said cylinders.

Lao T. KINCANNON. 

